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SECTION
LOCOMOTIVE 5
SERVICE MANUAL
COMPRESSED AID SYSTEM DESCRIPTION Compressed air is used for
operating the loco-motive air brakes and auxiliary devices such as
sanders, shutter operating cylinders, horn, bell and windshield
wipers. Air is also required for at-omizing the fuel oil supplied
to the steam genera-tor (if so equipped). AIR COMPRESSOR
DESCRIPTION Compressed air is received from a deep crank-case water
cooled, three cylinder (six cylinder op tional), two stage air
compressor, Fig. 5-1. The compressor is driven through flexible
cou-plings from the front end of the engine crankshaft. The
compressor has its own oil pump and pres-sure lubricating system.
With the engine running, the oil level in the compressor crankcase
can be checked on the float type indicator. At idle speed with the
lubricating oil at operating temperature, the oil pressure should
be approximately 15 to 20 psi. A plugged opening in the relief
valve block is provided for an oil pressure gauge. The compressor
has two low pressure and one high pressure cylinders. The pistons
of all three cylinders are driven by a common crankshaft. Two low
pressure cylinders are set at an angle to the one vertical high
pressure cylinder. Air from the low pressure cylinders goes to a
water cooled intercooler to be cooled before entering the high
pressure cylinder. The intercooler is provided with a relief valve
and a plugged opening for a pres-sure gauge. The compressor is
equipped with either of two dry type air inlet filters, Fig. 5-2,
containing replace-able elements.
MAINTENANCE The air compressor should be periodically checked to
see that the lube oil level indicator needle is in
Fig. 5-1 - Air Compressor the RUN zone on the sight gauge. If
the gauge shows the oil level to be in the ADD zone, a suffi-cient
amount of EMD approved lube oil should be added at the oil fill
pipe. The oil should be changed at intervals stated in the
applicable Scheduled Maintenance Program. The capacity of the deep
crankcase compressor should be suffi-cient to make it unnecessary
to add oil between oil changes. When it is necessary to install a
pressure gauge to check intercooler or lube oil pressures be sure
the gauge is removed and replaced with a plug and the plug
tightened sufficiently to prevent loosening from vibration. The air
inlet filter element should be changed at intervals specified in
the applicable Scheduled Maintenance Program. Consult the Service
Data page at the end of this section for the correct re-placement
filter element.
5-1
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Section 5
Fig. 5-3 - Replacing Compressor Air Filter Element
5-2
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Section 5 To remove the element from the rectangular shaped
filter, remove the nut, lockwasher, and retainer hook at the top
and bottom of the filter, Fig. 5-3. The impingement screen can then
be removed and the element pulled out of the hous-ing. To remove
the element from the cylindrical shaped filter, remove the elastic
stop nut and the retainer at the bottom of the filter. The element
is then free to drop out of the filter body so a new element can be
installed. COMPRESSOR CONTROL EQUIP-MENT COMPRESSOR CONTROL SWITCH
- CCS DESCRIPTION Since the air compressor is directly connected to
the engine, the compressor is in operation (al-though not always
pumping air) whenever the en-gine is running. An unloader piston
that cuts out the compressing action when actuated by air pressure
from the compressor control switch, Fig. 5-4, is provided in the
head of each high and low pressure cylinder. The unloader
accomplishes this by blocking open the intake valves in the high
and low pressure cylinders. When the air operat-ing the unloader is
cut off, the unloader releases the intake valves and the compressor
resumes pumping. Main reservoir air pressure is used to actuate the
unloader valves. When the locomotive is furnished with the
op-tional extra compressor synchronization, each lo-comotive unit
is equipped with an electro-pneumatic system for compressor
governor con-trol The electrical arrangement is such that the
compressor in each unit of a consist pumps air to its own main
reservoirs whenever the main reser-voir pressure in any single unit
drops to 130 psi, Fig. 5-5. All units will continue to pump until
main reservoir pressure in each and every unit reaches 140 psi.
Another available option is a dual compressor control switch which
acts to unload the com-pressor on an individual unit when the main
res-ervoir pressure for that unit reaches 145 psi. This prevents
individual compressors from working against the main reservoir
safety valve when
other units in the consist have not yet accumu-lated sufficient
main reservoir pressure to signal unloading of the compressors.
MAINTENANCE The compressor control switch, Fig. 5-6, is
manu-factured to close tolerances and therefore inspec-tions should
be limited to intervals specified in the applicable Scheduled
Maintenance Program. If air compressor difficulties arise, all
other sources of possible trouble should be investigated before any
attempt is made to disturb the settings of the compressor control
switch.
Fig. 5-4 - Compressor Control Cabinet
5-3
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Section 5
Fig. 5-5 - Electro-Pneumatic Compressor Control During periodic
inspections of the compressor control switch or when faulty
operation is sus-pected, the switch should be removed from the
locomotive and replaced with a qualified switch. The faulty switch
should be taken to a bench for any further testing or setting.
COMPRESSOR CONTROL MAGNET VALVE - MV-CC DESCRIPTION When the
compressor control magnet valve, Fig. 5-4, is de-energized, the air
compressor unloader piston lifts and the compressor begins to pump.
The magnet valve is de-energized when the com-pressor relay is
energized and the compressor relay responds to the compressor
control switch in the individual unit or to the compressor control
switch in each or any unit of a consist equipped with
synchronization. A manual means is also provided for keeping the
air compressor unloaded. To do this hold the compressor magnet
valve, MV-CC, open by a manual override handle, which holds the
magnet valve in energized position. MAINTENANCE
If faulty operation of the valve is suspected, check the magnet
valve by turning the small "tee" han-dle on top of the valve while
the compressor is running. The unloader valve should open causing
the compressor to pump. Check the magnet valve and air line to the
compressor unloader valve for leaks. Also check the electrical
connections on the valve to see that they are tight. If repair is
re-quired, remove the magnet valve and replace it with a qualified
valve.
Fig. 5-6 - Compressor Control Switch 5-4
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Section 5 COMPRESSED AIR PRESSURE GAUGE DESCRIPTION A pressure
gauge, Fig. 5-4, is provided in the com-pressor control section of
the AC cabinet to check the operation of the compressed air system.
The gauge is connected to the air system in the line from the main
reservoir to the compressor control switch and consequently will
reflect No. 1 main reservoir pressure. MAINTENANCE If faulty
operation of the gauge is suspected replace it with a tested gauge
and take the faulty gauge to a bench for testing. COMPRESSED AIR
FILTERS DESCRIPTION The compressed air system has three centrifugal
type filters, the main reservoir and auxiliary main reservoir
filters, and the compressor control strainer, Fig. 5-7, to prevent
moisture and contaminants from being carried into the air brake and
other air sys-tems. Both the main reservoir and auxiliary main
reservoir filters are equipped with an automatic elec-tric drain
valve which operates on a signal from the compressor control switch
each time the compressor unloader valve is actuated. The compressor
control strainer drain valve opens each time reservoir pres-sure
drops below 20 psi such as during monthly in-spections of the
locomotive. The main reservoir cen-trifugal filter contains a
replaceable paper filter ele-ment. The main reservoir and auxiliary
main reservoir filters can be equipped with an optional
electrothermo timer to control the interval between blowdowns of
the automatic drain. MAINTENANCE The main reservoir centrifugal
filter contains a re-placeable type filter element which should be
changed at intervals stated in the applicable Sched-uled
Maintenance Program. See Service Data for correct filter element.
Before removing the sump bowl on the bottom of the filter be sure
the cutout located between the main reservoir and the filter is
shut off. Once the sump
bowl is removed, the element can be removed by unscrewing the
wing nut that holds the element in place. The sump bowl on both the
centrifugal filters may be cleaned out if necessary by removing the
bowl.
Fig. 5-7 - Compressed Air Filters The magnet valves should be
cleaned and inspected when maintenance is performed on the filters
as stated in the applicable Scheduled Maintenance Program. MAIN
RESERVOIR DRAIN VALVES DESCRIPTION Both main reservoirs are
equipped with a manual drain valve to allow moisture to be drained
from the reservoir before it is carried into the air system. The
No. 1 main reservoir is also equipped with an auto-matic drain
valve which operates automatically when the compressor loads or
unloads. The No. 2 main reservoir can be equipped with an automatic
drain as an option. The electro-thermo timer to control blowdowns
of the automatic drains, mentioned earlier under Com-pressed Air
Filters, can be supplied as an option at extra cost. An additional
option which is frequently used with the electro-thermo timer is
the solenoid operated auto-matic drain valve which has the solenoid
attached directly to it, Fig. 5-8.
5-5
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Section 5
Solenoid Operated Automatic Drain Valve
Fig. 5-8 - Main Reservoir Drain MAINTENANCE The drain valves
should be checked periodically to see that they are seating
properly and no air is leaking. The seals and piston should be
lubricated at regular intervals with a good grade of air brake
grease. ELECTRO-THERMO TIMER DESCRIPTION The electro-thermo timer,
EBT, Fig. 5-9, used to control the interval between blowdowns on
the automatic drain valves consists of a bi-metal switch, a
resistor, and a relay which is connected to the coil leads on the
filter and reservoir drain valves. When the coil is energized by
closing the battery circuit, the resistor in the electro-thermo
timer is energized and starts to heat up. This also heats the
bi-metal switch until it opens the circuit to the relay, which will
energize the solenoid on
the drain valves. When the bi-metal switch cools off, the
procedure is repeated. MAINTENANCE If faulty operation of the
electro-thermo timer is suspected, first check to see that all
connections are tight at the timer and at the drain valves. If this
does not produce satisfactory results replace the thermo switch by
removing the electro-thermo timer cover and pulling the tape tab on
the switch. Plug in a new switch and replace cover. DRAINING THE
AIR SYSTEM The compressed air system air filters and main reservoir
automatic drains should be operated manually at least once a day to
ensure operation of the automatic feature. The drain valves are
located at the following loca-tions:
1. Auxiliary main reservoir centrifugal filter drain valve,
Figs. 5-10 and 5-11.
2. Main reservoir centrifugal filter drain valve,
Figs. 5-10 and 5-11. 3. Main reservoir drain valves, Fig. 5-11.
4. Compressor control strainer drain valve,
Fig. 5-11.
Fig. 5-9 - Electro-Thermo-Timer
5-6
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Section 5
Fig. 5-10 - Main And Auxiliary Main Reservoir Centrifugal
Filters
RADIATOR SHUTTER CONTROL SHUTTER OPERATING PISTON DESCRIPTION
The radiator shutters are opened and closed by the action of an air
operated piston, Fig. 5-12, which is mounted to the carbody
structure at the front of the shutter assembly on each side of the
carbody. The cylinder is actuated when the shut-ter control magnet
valve, MV-SH, is energized.
Fig. 5-12 - Shutter Operating Piston MAINTENANCE Operate the
shutters manually by tripping the temperature switch or by manually
operating the shutter control magnet valve, MV-SH. Check for fast,
snappy action when opening or closing, and for interference which
might be caused by bent linkage or shutter blades. If shutters do
not open or close to their full extent, the shutter operating rod
may be adjusted by loosening the locknut on the operating rod at
the front head of the cylin-der, Fig. 5-12, and turning the rod
until the de-sired length is obtained.
1. Main Reservoir Centrifugal Filter And Drain 2. Auxiliary Main
Reservoir Centrifugal Filter And Drain 3. Main Reservoir Drain
Valve Location 4. Compressor Control Strainer Drain Valve
Location
Fig. 5-11 - Compressed Air System Drain Valve Locations
5-7
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Section 5 SHUTTER MAGNET VALVE - MV-SH DESCRIPTION When the No.
2 cooling fan contactor is ener-gized, interlocks of the cooling
fan contactor pick up to energize the shutter magnet valve, MV-SH,
Fig. 5-4, and compressed air is admitted to the shutter operating
piston. See Fig. 3-3 for the shut-ter control circuit. MAINTENANCE
If faulty operation of the valve is suspected, check the magnet
valve by depressing the small "tee" handle on top of the valve
while the locomotive engine is running. The shutter operating
piston
should open the shutters. Check the magnet valve and air line to
the operating piston for leaks. Also check the electrical
connections on the valve to see that they are tight. If repair is
required, re-move the magnet valve and replace it with a qualified
valve. AIR BRAKE EQUIPMENT DESCRIPTION Basic locomotives are
equipped with type 26L air brakes. The 26L air brake control
equipment an automatic brake, independent brake, multiple unit
valve (when MU control is installed), cutoff valve and a trainline
air pressure adjustment device. The dead engine feature, a part of
the 26L equipment, is shown in Fig. 5-16.
Fig. 5-13 - Air Brake Equipment
5-8
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Section 5 AUTOMATIC BRAKE VALVE The automatic brake valve
handle, which controls the air to the locomotive and train brake
systems, may be placed in any of six operating positions as shown
in Fig. 5-14.
Fig. 5-14 - Automatic Brake Handle Positions INDEPENDENT AIR
BRAKE, Fig. 5-15 The independent air brake handle is located
di-rectly below the automatic brake handle. It has two positions;
namely, RELEASE and FULL AP-PLICATION. Between these two positions
is the application zone. Since this is a self-lapping brake, it
automatically laps off the flow of air and maintains brake cylinder
pressure corresponding to the position of the handle in the
application zone. Depression of the independent brake valve handle
when in the RELEASE position causes re-lease of any automatic brake
application on the locomotive. MULTIPLE UNIT VALVE The universal
multiple unit (MU-2A) valve is lo-cated on the left hand side of
the control stand as shown in Fig. 5-13. Its purpose is to pilot
the F1 selector valve which is a device that enables the air brake
equipment of one locomotive unit to be controlled by that of
another unit.
Fig. 5-15 - Independent Brake Handle Positions The MU-2A valve
has three positions which are: 1. LEAD or DEAD 2. Trail 6 or 26* 3.
Trail 24. The valve is positioned by pushing in and turning to the
desired setting. *Whenever the MU-2A valve is in the TRAIL 6 or 26
position, and if actuating trainline is not used, then the
actuating end connection cutout cock must be opened to atmosphere.
This is necessary to prevent the inadvertent loss of air brakes due
to possible pressure buildup in the actuating line. CUTOFF VALVE
The cut-off valve, Fig. 5-13, is located on the automatic brake
valve housing directly beneath the automatic brake valve handle.
This valve has the following three positions: 1. CUT-OUT 2. F RT
(Freight) 3. PASS (Passenger) TRAINLINE PRESSURE ADJUSTMENT The
trainline air pressure adjusting knob, Fig. 5-13, is located behind
the automatic brake valve at the upper portion of the brake
pedestal.
5-9
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Section 5 DEAD ENGINE CUTOUT COCK A dead engine cutout cock,
Fig. 5-16, is provided as part of the 26L braking equipment. When a
locomotive is to be shipped dead in a train the cutout cock handle
should be in a closed position. PRESSURE REGULATOR The pressure
regulator, Fig. 5-16, is provided to regu-late the air pressure
available for braking a locomotive being shipped dead in a
train.
Fig. 5-16 - Dead Engine Cutout Cock And Pres-sure Regulator The
pressure regulator is pre-set at the value given in the Service
Data. At any time the regulator must be reset, loosen the locknut
and turn the adjusting handle on top of the regulator until the
desired pressure is registered on the brake cylinder gauge when the
brake is applied.
The pressure regulator should be cleaned out periodi-cally by
unscrewing the cleanout plug in the bottom of the regulator and
removing and cleaning the screen. BRAKE EQUIPMENT POSITIONS When
operating locomotives equipped with 26L air brakes, the brake
equipment should be posi-tioned according to the information given
in Fig. 5-17. MAINTENANCE For maintenance information consult the
manufacturer of the specific air brake equipment provided. SANDING
SYSTEM DESCRIPTION The basic sanding system for the locomotive is
an electrical system that eliminates the need for relay valves and
trainlined sanding actuating air pipes. However, if the locomotive
is to be used with older lo-comotives equipped with only pneumatic
sanding con-trol, an optional extra pneumatic sanding system, Fig.
5-18, is superimposed upon the electrical sanding sys-tem. The two
systems operate in parallel, therefore air actuating pipes should
be connected whenever a con-sist contains any units equipped for
only pneumatic sanding control.
Type Of Service
Automatic Brake Valve
Independent Brake Valve
Cutoff Valve
Dead Engine Cutout Cock
26D Control Valve
26F Control Valve
MU2 Valve
Overspeed Cutout Cock
Deadman Cutout Cock
SINGLE LOCOMOTIVE
Lead Release Release Passenger Freight Closed Graduated
Direct Lead Open Open
Double Heading Suppression Release Cutout Closed
Graduated Direct Lead Open Open
Shipping Dead In
Train Handle Off
Position Release Cutout Open Relief Valve At Control Reservoir
732 Lbs.
Direct Dead Closed Closed
MULTIPLE LOCOMOTIVE EQUIPMENT AND EXTRAS
Lead Release Release Passenger Freight Closed Graduated
Direct Lead Open Open
Trail Handle Off Position Release Cutout Closed Graduated
Direct *Trail 6 or 26
Trail 24 Open Open
Shipping Dead In
Train Handle Off
Position Release Cutout Open Relief Valve At Control Reservoir
732 Lbs.
Direct Release Dead Closed Closed
Double Heading Suppression Release Cutout Closed
Graduated Direct Lead Open Open
Dual Control: Operative
Station Release Release Passenger
Freight Closed Graduated
Direct Lead Open Open
Non Operative
Station Handle Off
Position Release Cutout
"Whenever the MU2A valve is in "Trail 6 or 26" Position and if
the actuating train line is not used, then the actuating end
connection cutout cock must be open to atmosphere; so as to prevent
the inadvertant loss of air brakes due to possible pressure buildup
in the actuating line.
Fig. 5-17 - Air Brake Equipment Positions
5-10
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Section 5
Fig. 5-18 - Sanding Circuit And Air Schematic In-cluding
Pneumatic Sanding Option
Movement of the manual sanding lever connects control current
through the proper reverser inter-lock to the sanding control valve
solenoids, and on locomotives equipped with the pneumatic sanding
extra, to the relay valve solenoids. If the locomotive is trailing
a pneumatic unit, air actu-ated switch A or B, Fig. 5-18, closes to
provide sanding on the trailing unit. Manual sanding at the No. 1
axle of the lead unit only is provided by operation of a toggle
switch identified as SANDING No. 1 TRUCK. The SAND light comes on
when the switch is closed. During wheel slip action, time delay
relay TDS is energized to provide sanding on only the slipping
unit. Delayed dropout of TDS causes sanding to continue for a timed
period after the slip is cor-rected. Sanding during an emergency
application of the brakes is provided automatically from all sand
traps through action of an air operated emergency sanding switch.
The circuits from the switch are so arranged that emergency sanding
from all traps will continue even though the motors are "plugged"
(reverse lever placed to oppose direc-tion of travel).
On the basic locomotive, emergency sanding is accomplished
electrically. If the locomotive is fit-ted with the pneumatic
option, relay valves and air actuated switches ensure proper
sanding even with the motors "plugged." MAINTENANCE Before each
trip check operation of the sanders by placing the reverser handle
in the direction to be sanded. Close the throttle and move the
man-ual sanding switch to the sand position. Check the sanding
nozzles at the rail to make sure they are aligned correctly and
that the sand is being deliv-ered to the rail. Extreme care should
be taken that the proper grade of clean dry sand is used. Damp or
dirty sand or sand with foreign material in it is likely to clog
the traps. SANDING CONTROL VALVE DESCRIPTION Two sanding control
valves in each end of the lo-comotive, Fig. 5-19, one for forward
and one for reverse sanding, provide metered main reservoir air to
their respective forward and reverse sand traps. When an electrical
signal is received, the magnet valve section is energized to open
an air valve which allows the main reservoir air to be admitted to
the sand traps. The electrical signal can be initiated by the
manual sanding switch, a wheel slip or an emergency brake
application. MAINTENANCE If faulty operation is suspected, inspect
the elec-trical connections for tightness and inspect the air
Fig. 5-19 - Sanding Control Valves5-11
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Section 5 connections for leaks. The control valve is equip-ped
with automatic cleanout jets to clean out the orifice. To operate
the cleanout jets push in the plungers on each side of the valve,
Fig. 5-20. The plunger will automatically reset at the beginning of
the next sanding cycle from the high pressure cleanout blast of
air. If further repair is required on the valve, remove it from the
locomotive and replace with a qualified mechanism. SAND TRAP
DESCRIPTION Sand is fed to the trap, Fig. 5-20, by gravity through
an inlet at the top of the trap. Actuating air enters the trap
through the air nozzle. The nozzle is always covered by sand and
therefore the air moves the sand that lies ahead of the dis-charge
end of the nozzle. Sand entering at the trap inlet replaces the
sand in front of the nozzle, thus a uniform flow of sand is
delivered to the rail through the trap outlet. A sand shutoff
assembly is mounted to the top of the trap at the sand inlet. The
valve is in the open position when the hand lever on the side is
set at OPEN or is parallel to the sand inlet line. The shutoff can
be used when it is desirable to have a particular sanding line
inoperative or if work is to be performed on the sand trap.
Fig. 5-20 - Sand Trap
MAINTENANCE Before any work is performed on a sand trap, the
shutoff valve mounted to the top of the trap should be closed by
turning the shutoff valve handle perpendicular to the inlet pipe.
Due to condensation there is always the possibil-ity of getting
moisture in the sand trap. To clean out the trap remove the pipe
plug at the bottom of the trap. On special order a trap equipped
with a quick disconnect delivery tube can be furnished. The sand
trap is set at the time of installation to deliver approximately 20
to 24 oz. of sand per minute. To change the rate of delivery, screw
the adjusting nut, Fig. 5-21, in or out depending on whether more
or less sand is desired. On the quick disconnect type sand trap use
a 7/32" allen wrench to turn the sand control paddle to increase or
decrease the rate of delivery.
Fig. 5-21 - Sand Trap, Cross-Section AIR SYSTEM ACCESSORY
EQUIP-MENT WINDSHIELD WIPER ASSEMBLY DESCRIPTION A separate wiper
assembly is provided for each window in front and behind the
engineer's and rider's side of the locomotive cab and for the
cen-ter windshield on the low nose cabs. The air mo-tor, Fig. 5-22,
used for the center windshield is identical to the other motors but
is set for a longer degree of sweep. Each air motor is controlled
by its own hand oper-ated air valve which is located just above the
side windows on each side of the cab. Each motor is equipped with a
hand operated lever which can be used to operate the wipers in an
emergency.
5-12
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Section 5
Fig. 5-22 - Windshield Wiper Air Motor MAINTENANCE If a
windshield wiper air motor is not operating correctly check to see
that the air connections at the motor and the manual control valve
are tight and free from leaks. With the air turned on, oper-ate the
air motor with the hand lever attached to the air motor shaft. If
this fails, turn the air off and again try to operate the motor by
hand. In most cases this will clean the valve seat of any foreign
particles that may have been forced in through the air line. Remove
exhaust fitting, Fig. 5-22, and check for dirty filter or plugged
hole. Remove reverser ball housing and check for broken or jammed
ball spring. Check the internal air flow by removing the cylin-der
end caps and blowing out the holes in the valve chamber. Also blow
into the exhaust outlet to make sure the hole is not plugged. If
the air motor still does not operate properly, it will have to be
replaced with a qualified motor and taken to the bench to be
repaired. If the wiper connecting arm must be removed from the air
motor shaft, remove the acorn nut on the end of the shaft and pull
the connecting arm off the splined shaft. When replacing the
connect-ing arm on the shaft, be careful not to tighten the acorn
nut too tight. The wiper motor and wiper mechanism is designed to
operate at a maximum speed of 60-65 cycles per minute. The speed of
the wiper motor is adjusted by a set screw. Fig. 5-22, located in
the exhaust restrictor.
The following procedure should be used in mak-ing the
adjustment:
1. Place a piece of paper between the wiper blade and the glass
to simulate a wet glass condition which reduces frictional drag on
the blades.
2. Make sure main reservoir air pressure is
130 to 140 psi. Turn operating valve in cab to the fully open
position.
3. Turn the adjusting screw in the exhaust re-
strictor until the wiper motor is running at 60-65 cycles
(120-130 strokes) per minute.
AIR HORN DESCRIPTION The basic air horn is a front facing, three
chime, low profile type, Fig. 5-23. The lever to actuate the air
horn is located on the brake stand at the locomotive control
station. When the air horn op-erating lever is pulled down, air is
released to the air horn. Other types of air horns are available on
special order including five chime and rear facing horns. A shutoff
valve is located in the air brake stand if it is necessary at any
time to have the air shut off to the horn operating lever.
Fig. 5-23 - Air Horn
MAINTENANCE To inspect and clean the air horn diaphragm, re-move
back cover bolts and back cover. The dia-phragm ring and diaphragm
can be removed by taking out the diaphragm ring screws. Whenever a
back cover is removed, it is good practice to blow out the air
lines by opening the air horn operating valve wide with full
reservoir pressure on the line. This will also clean out the
orifice dowel pin.
5-13
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Section 5 BELL DESCRIPTION The basic locomotive bell is located
under the un-derframe on the left side of the locomotive. A
posi-tive action air valve, which activates the bell, is lo-cated
on the air brake stand at the operator's con-trol station. When the
valve is opened, com-pressed air forces the plunger in the bell
ringer as-sembly down, which causes the clapper to strike the side
of the bell. When the plunger reaches the extended position, the
compressed air then returns the plunger to its original position.
To shut off the air supply to the bell operating valve at the
control stand, remove the upper panel on the back of the air brake
stand and close the valve in the bell ringer air line. MAINTENANCE
If the bell does not operate when the bell ringer operating valve
at the control stand is opened, check to see that the clapper is
free to swing and that no air leaks are present in the air lines.
If a new bell ringer cartridge, Fig. 5-24, is needed, remove the
old cartridge by loosening the locknut on the side of the bell
ringer assembly and un-screwing the set screw three or four turns.
Using the clapper as a lever, unscrew the clevis from the assembly
and pull the cartridge out with a pair of
pliers. Before installing the new cartridge, actuate the bell
ringer operating valve a few turns to blow out any dirt or scale
which may have accumulated. After installing the new bell ringer
cartridge, be sure the "0" rings are in place before applying the
clevis. Once the clevis is applied, tighten the set screw and
locknut.
Fig. 5-24 - Bell Ringer, Cross-Section
5-14
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Section 5
SERVICE DATA COMPRESSED AIR SYSTEM
REFERENCES
Air Compressor Maintenance . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . ` M.I. 1 110 & 1144 Sanding Equipment
Maintenance M. I. 1926 Air Horn Maintenance M. I. 2926
ROUNTINE MAINTENANCE PARTS AND EQUIPMENT
FILTERS
Inlet Compressor Air Filter Element (Rectangular Filter) . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . 8347199
(Cylindrical Filter) . . . . . . . . . . . . . . . . . . . . . . .
. . . . 8402068
Main Reservoir Air Filter Element . . . . . . . . . . . . . . .
. . . . . . . . . . 8363343
AIR COMPRESSORS
Lube Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . 8127030 Intercooler Air Pressure Gauge . . . . .
. . . . . . . . . . . . . . . . . . 8337561
SPECIFICATIONS AIR COMPRESSOR
Type 2 Stage Number of Cylinders (Basic) . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . 3 Number of
Cylinders (Optional) . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . 6 Displacement at 900 RPM (3 cylinder) . . . . . .
. . . . . . . . . . . . . . . . . 254 Cu. Ft./Min. Displacement at
900 RPM (6 cylinder) . . . . . . . . . . . . . . . . . . . . . . .
401 Cu. Ft./Min. Lube Oil Capacity (3 cylinder) 10-1 /2 Gal. Lube
Oil Capacity (6 cylinder) . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . 18 Gal. Cooling . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water
Lube Oil
Compressor lube oil must be SAE 10 weight turbine type oil
containing anti-rust, anti-oxidation and anti-foam inhibitors and
should contain the following properties:
Viscosity-Saybolt Universal (ASTM D88 or D2161)
@ 100 F. seconds 130 to 180 @ 210 F. seconds 42 to 45 Pour Point
(ASTM D97 Degrees F. - minimum) 0 Rust-Distilled Water (ASTM D665)
. . . . . . . . . . . . . . . No Rust
DEAD ENGINE PRESSURE REGULATOR SETTING SD - Single Shoe
(Composition Shoe) . . . . . . . . . . . . . . . . . . . . . . . .
. 251-1/2 psi GP, SD, & DD - Clasp Brake (Iron Shoe) . . . . .
. . . . . . . . . . . . . . . . . . 251-1/2 psi GP & SD - Clasp
Brake (Composition Shoe) . . . . . . . . . . . . . . . . . . . . .
131-1/2 psi DD -Single Shoe (Composition Shoe) . . . . . . . . . .
. . . . . . . . . . . . . . 351-1/2 psi
Service Data 5-15
SERVICE MANUALDESCRIPTIONAIR COMPRESSOR
DESCRIPTIONMAINTENANCEMAINTENANCECOMPRESSOR CONTROL MAGNET VALVE
- MV-CC
DESCRIPTIONMAINTENANCEDESCRIPTIONMAINTENANCECOMPRESSED AIR
FILTERS
DESCRIPTIONMAINTENANCEMAIN RESERVOIR DRAIN VALVESDESCRIPTION
MAINTENANCEELECTRO-THERMO TIMER
DESCRIPTIONMAINTENANCEDRAINING THE AIR SYSTEMRADIATOR SHUTTER
CONTROL
SHUTTER OPERATING PISTONSHUTTER MAGNET VALVE - MV-SH
DESCRIPTIONMAINTENANCEAIR BRAKE EQUIPMENT
MAINTENANCESANDING SYSTEMLeadClosed
MAINTENANCESANDING CONTROL VALVE
DESCRIPTIONMAINTENANCESAND TRAP
DESCRIPTIONMAINTENANCEAIR SYSTEM ACCESSORY EQUIPMENT
WINDSHIELD WIPER ASSEMBLYAIR HORNDESCRIPTION
BBELLCOMPRESSED AIR SYSTEM
REFERENCESROUNTINE MAINTENANCE PARTS AND EQUIPMENT
SPECIFICATIONS